Draft-gear.



T.' H. SWINGTQN.Y

DRAFT GEAR.

APPLICATION FILED 00T. ze, 1907.

Eatsntei Eea. 14, 1909.

3 SHEETS-SHEET 1.

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E: klik T. H. SYMINGTON.

DRAFT GEAR. APPLICATION FILED OCT. 26, 1907.

Patented Bee. 14.-, l1909.

3 SHEETS-SHEET 2.

T. H. SYMINGTON.

DRAFT GEAR.

APPLIOATIONIILED 001226, 1907.

Patented Dec. 14, 1909.

l -NQ www ' tween the followers.

risica THOMAS HARRISON SYMINGTON, OF BALTIMORE, MARYLAND.

DRAFT-GEAR.

Specification of Letters Patent. Patented D90-, 14, 1909.' Application filed October 26, 1907'. Serial No. 399,327. l i

-Toy all whom'fit may concern:

Be it known that I, THOMAS i, HARRISON SYMINGTON, a citizen of the United States of America, residing in the cityof Baltimore and State of Maryland, have invented certain new and useful Improvements in Draft-Gear, of which the following is a specification.

The present invention relates to draft gears for rolling stock, and particularly to draftl gears of that type, which have a plurality of followers or sliding members, abutments with which the followers coperate intransmitting draft and bumping stresses to the vehicle, and `resilient connections between the followers.

The invention herein set forth contemplates the provision of resilient transverse members or cross bars, by means of which dra 't and bumping stresses are communicated from the draw barto the vehicle. Resilient members of less resistance than the cross bars are interposed between the latter, so that the initial or lesser stresses are taken up by the intermediate resilient' members, while Final or greater stresses are taken up by thetransverse members. The transverse members -are herein shown as composed of a plurality of leaf springs, and helical springs form the resilient connections be- The details .of preferred forms of my device, constituting enibodiments of these and other improvements included in my invention are hereinafter described and illustrated in the accompanying drawings of which,-

Figure 1 is a bottom plan of the draft gear. Fig. 2 is a longitudinal sectional ele.` Af'ation taken on the line 2-2 of Fig. 1, but

showing the draw bar in elevation. Fie'. 3

is a transverse sectionon the line 3 3' of Fig. 2. Fig. 4 is a bottom plan of another embodiment of my invention. F ig. 5 is a ongitudinal section of this embodiment taken on the line 5-5 of Fig. 4 showing the central members in elevation. perspective of a cheek plate.

Referring to Figs. l, 2 and 3, the draft' 'gear frame is formed of parallel channel bars (1) secured to the body of the vehicle and extending longitudinally thereof. Disposed transversely of the frame at its extremity, and secured rigidly thereto is a channel bar (2). A 4depending bearing Fig. 6 is amember (8) is attached to-the channel bar (2) by meansof bolts (4). This bearing, supports the draw bar (5), which. slides on4 the upwardly disposed surface (6) of the bearing member.` A certain amount of vertical play is allowed, indicated by the space shown in Fig. 2 between the draw bar and the transverse channel (2). At its outer extremities the draw bar is provided with the usual coupling head or hook (7) and extending through the draw bar on the opposite side of the bearing is a horizontal transverse aperture (8) in which is a key (9). This key ,is shown as of oblong transverse cross section, which gives it great rigidity inthe direction of the draft of the vehicle,fand is of sufficient length to extend I beyond the draw bar on both sides. The cheek plates (11) are sepured by any convenient means as bolts or rivets to the inner faces of thechannel bars. The extremities of the key are adapted' to slidein the elongated slots (10) formed in the cheek plates, and extending through the channel bars O n each side of the draw. bar between the draw bar and the plates are links (12) having transverse openings In the ends of the openings (13) at the adjacent ex tremities of the links are filler plates (1 4), each of which is provided with twoflanges (15), which engage the lateral faces of the links. The filler plates tit the ends of the openings, and are restrained from lateral movement by the fianges. The slots (16) in the filler plates are adapted to receive the It is apparent from the above description, thatI a `stress of tension in the draw bar would be transmitted to the links by the means of the key, but in response to a stress of compression in thedraw bar the key and ller plate slide in the aperture (13) in the link, so that no compression stress is imparted to the links.` i y The openings (13) at the ends of the links remote from the draw bar are provided each with a ller member or plate (17) secured thereto by a pin or bolt (18).A This filler lmember is provided with a fiat bearing surface,(19) disposed toward the draw bar, and adapted to engage the outer member (20) of a series of parallel superimposed leaf springs (21). The leaf springs areV each provided withy a centrally` located transverse tongue I single abutment.

and groove for the purpose of nesting. The springs arebound.together by the band (2G), .which is provided with' a tongue 90 which engages the groove in the adjacentspring. This multiple spring forms a secondary spring, and is hereinafter termed a cross bar l The ends of the multiple spring are adapted to slide relatively to the cross'bar (21) carries a follower (28') proi so ' of the bar.

vided wltb a verticaL transversely extending plate (29), and a rectangular socket (30) open at the side remote from the draw bar; thisjsocket incloses the band (2G) of the cross bar, so that the follower is supported bv the cross bar. Parallel stops (3l-32) ezuttending longitudinally of the vehicle inr the same vertical planeare formed integral with the plate (29) ,v and extend in the direction of the draw bar. Corresponding stops (3S-34) extendy fromtthe neighboring face of a pl.atev(35) mounted on affollower (36) similar to the follower (28) previously de-4 scribed. The ends of these stops are spaced a suitable distance to be hereinafter determined. i

interposed between the parallel transverse plates (29 and and surrounding the cooperating stops 31-734 and 32-33 are the primary springs composed of double helical compressionsprings (4o-46) which act to maintain the followers in normal position. These springs combined are of less capacity than either of the secondary springs. The follower (36) is provided with-a rectangular socket (37) similar to socket 30 of the follower 28. This socket receives a band (38) inclosing a multiple spring or cross bar (39) similar to the spring (21); the cross bar (39) moves relatively to the cheek plates (11) and is guided and supported by ways A40) on the yoke (82) similar to the ways (24) previously described. At' the ends'of the ways (40) are parallel 'vertically exltending double abutments (41) on the cheek plate (11) spaced` a distance apart determined` by conditions of operation. In the structure shown, the distance between the abutments exceeds the width ofthe cross bar (39) by an amount equal to the distance be tween the ends of the stops 31-34 and 32-33. The band (38) is provided on its face, which is disposed toward the draw bar -with a projection (42) which e1 0rages a longitudinally extending opening in theend This permits stresses of compression in the draw bar to be transmitted directly to the cross bar (39) esame on the cheek plate vertically disposed,"

ln the operation of the device the draw bar is placed under tension as by the starting of the vehicle the stress is communicated to the key (9), which acting through the filler plate communicates to the two links (12) a stress the total of which is equal to that placed on the bar. The tension in the links is communicated to the cross bar (21) uponLthe extremities of which they act through the liller plates (17 The lcross bar is engaged intermediately by the band (26) which rests on the follower (28)-, This follower is' maintained in its normal position as shown by the springs 45 and 46,

but in response to the tension placed on the k draw bar these springs yield and the cross (21) does not yield to slight or initial stress.

As it is free'to slide, the stress is communicated tothe intermediate spiral springs (45-46) and from there to the central point of the multiple spring 39). This spring also does not yield to slig t or initial stress, but communicates the tension directly to the abutments (41). When a final or intense stress is applied, the springs (4o-46.)

by yielding permit the stops k2514-32 and 33-34 to come into Contact` with each other,

so that lthere is a rigid connection for compression between the intermediate points of the cross bars. 'The tension"on the draw bar applied first to the extremities of the remote multiple spring or cross bar (21) is communicated from its intermediate point to an intermediate pomt of the neighboring' multiple spring or cross bar (39),l and vfrom thea extremities of this cross bar to a fixed point on the vehicle. As there are-no abutments on the vehicle to receive tension stress applied to the remote cross bar, the entire I stress of tension' is communicated through the first cross bar (39) to the vehicle. By

ilo

this arrangement We have slight or initial stresses taken up bythe spiral springs, and

' intense or final stresses taken up by the multiple springs orcross bars. Under astress of compression the draw bar acts .directly on the follower (36), advancing it against the resistance .of the springs 45-46; this causes the ends of the multiple spring (39) to slide along the ways (40) until they come.

in contact with' the abutments (4l), As the space between the abutments (41) at each end ofthe multiple spring exceeds the width of-that springby a distance substantially vequal to the dis-tance between the' stops plates (14) as .previously described. The

by each to the vehicle.

.springs and transmitted tothe remote cross bar, and by it to the vehicle, final orintense lstresses of compression are taken up by the combined multiple. springs and transmitted Referring to Figs. 4 and 5 it will be noted that instead of the two links (12) as shown in Fig. 1, there is a single Ushaped link (50) as seen particularly in Fig.r 4, Which incloses the end ofthe draw bar, one arm of the U extending between the bar and the bearing plates at each side of the former, and engaging the key (9) by means of filler curved portion of the U remote from .the draw bar, instead of engaging the cross bar or multiple spring (21), as-inthe modifica-f tion just described, bears on. the rear endo f Aside from this variathe follower (53). tion, the modification shown in Figs-'4 and 5 is similar to Figs. 1, 2 and-3.

The operation of this" device underA compression stress is the same 'as thatofthe device previously described. When tension y is applied to the draw bar, instead of being communicated by the links to the extremil ties of the remote multiple spring. (21), yas

-in the other'modification, this stress is'trans-r mitted'by the' link 'directly to the remote follower (53) and by the follower to the helical springs '4S-4G. If the stress, is suf-- ficient, the stops 31-34 and are` brought into engagement Ywith each other,

and the follower (53) engages the follower (36) positively and a rigid connection is established between the remote extremity of the' link and the center of` the spring or cross-bar (39), so'that in this dente-initial 'orslight stresses are taken up by thehelical or primary springs (45-46), While final or intense stressesare taken up by the multiple or secondary spring (39). As herein used the term initial stress designates a stress insuicient to bring the follower stops into Contact, while vany stress greater than this is anal stress.

Having thus set forth the details of Vari'- ous preferred modifications ofmy invention, I do not limit myself to .these details, but

claim and desireto secure by Letters Patent:

1. In a draft ear `for'lrolling stock, a draw-bar, a pl'ura ity of resilient cross-.bars

ya stop between the cross-bars, and means for applying stress of tension in the draw-bar to the first mentioned. cross-bar at points remote from the said stop whereby such stress 'is transmitted through this cross-bar andcommunicated by said stop to the other cross-banathrdugh which such stress is' transmitted to the vehicle.

In afdraf-t gear for rolling stock, a draw bar, a plurality of resilient cross bars, means 'for transmitting stress from the draw bar to the extremitles of one cross bar, means for communicating the stress from a point intermediate of that crossibar to anot er cross bar, and means at the extremities ofthe latter wherebythe stress is communicated to the vehicle.

coperating'with .the draw bar iso-transmit 3. In, a draft gear Vfor rolling stock,` a *i draw lbar, a plurality of resilient cross bars, means for transmitting stress from the draw bar to the extremities of one cross bar, means for commu'nicatmgstress 'from a.' int 1n'- termedialte of that cross *bar to .anot er cross bar, consisting of resilient members and a oooperating stop and means at-the extremity lofthe latter cross 4bar by which the stress is transmitted to the vehicle.

4. In a draft gear for rolling stock, a draw bar, a plurality -of'resilient cross bars, means fortransmitting stress from the draw bar to the extremities of'one'crossban means for communicating" initial/stress froma point intermediate of that 'cross bar to another cross bar, consisting ofresilient members, and means for 'communicatlngfinal stresses 'from'a point intermediate of the rst cross bar to the second cross bar, includinga'stop andmeans at the extremities of the second lcross bar, by which stress is transmitted to the vehicle'.

5. Inadraft gear for rolling stock, a dra-w bar, a plurality of resilient crossvl bars, means'for transmitting compression stress from the draw bar to one cross bar, means for transmitting part ofthis stress to the `vehicle'and the remainder through another cross bar to the vehicle;- means for transl mitting all of the tension in the draw bar to. the extremities of one cross-bar,means consisting of a resilient member, and la cope erating stop forcommunicating stress from va point intermediate of that cross bar to another cross bar, and means' at the extremtyof the latter by which vthe stress is communicated tothe vehicle.

L diawmbzir, a, piurvlityfof coss bars and Signed by me it Baltimore, Maryland this 24th davy of October 1907.

THOMS HARRISON SYMINGTON- Vitnesses:

J. MERCER GARN-ETT, J 1r., A. H. WESTON.

meansorcorl'nectirig the cross bars, including :L link and d sliding filler plate andl menus on the vehicle adapted to coperate with the cross bars to take up stress applied t0 the draw bar and transmit it to the ve-l hicle. i 

